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I 4 Sheets-Sheet 1. I. E, KINSMAN.

RAILWAY CIRCUIT FOR SIGNALING AND CONTROLLING TRAINS.

No. 448,751. Patented Mar. 24, 1891.

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P, E KINSMAN. RAILWAY CIRCUIT FOR SIGNALING AND CONTROLLING TRAINS. No.448,751.

Patented Mar. 24, 1891.

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(No Model.) 4 Sheets-Sheet 3.

F. B. KINSMAN. RAILWAY CIRCUIT FOR SIGNALING AND CONTROLLING TRAINS.

No. 448,751. Patented Mar. 24, 1891.

ATTEST.

IN VE/\/ T we; Frank ZZK'insrnwz A worn i (No Model.) 4 Sheets-Sheet 4.

I. E. KINSMAN. RAILWAY GIRGUITFOR SIGNALING AND CONTROLLING TRAINS. No.448,751. I Patented Mar; 24, 1891 Jtioruey UNrTnn STnTns PATENT @rrrcn.

FRANK E. KINSMAN, OF PLAINFIELD, NEXV JERSEY.

RAILWAY-CIRCUIT FOR SlGNALlNG AND CONTROLLING TRAINS.

SPECIFICATION forming part of Letters Patent No. 448,? 51, dated March24, 1891. Application filed June 11, 1890. Serial No. 355,006. (Nomodel.)

To ctZZ whom it may concern.-

Be it known that I, FRANK E. KINSMAN, a citizen of the United States,and a resident of Plainfield, in the county of Union and State of NewJersey, have invented certain new and useful Railway-Circuits forSignaling and Controlling Trains, of which the following is aspecification.

My invention relates to combinations of circuits and apparatus for usein connection with railways for the purpose of controlling or operatingsignals, switches, brakes, or other devices employed in signaling totrains and controlling the movement thereof in any manner.

My invention consists in the combination, with an electro-magnet whichis placed in a normally-charged circuit and controls directly orindirectly the signals, brake-actuating devices, or other apparatus whenit is de-energized by any desired means an d automatically or otherwise,of a supplemental electro-magnet or magnet-coil, which is placed in acircuit completed through the rails of a section of track and any carwheels and axles 011 such section said supplemental magnet or magnetcoilbeing employed for the purpose of keeping the armature of thefirst-named magnet or the apparatus controlled thereby in dangercondition until the section of track to which said supplemental magnetis connected is clear.

My invention consists, further, in special combinations of apparatus, ashereinafter more particularly described, whereby the restoration of thecontrolling apparatus to safety position cannot take place so long as agiven section of track is occupied by a train or a portion of a train.

My invention consists, further, in especial combinations of apparatuswherein the circuit of the main controlling-magnet is formed through therails of a section as well as through devices for interrupting thecircuit automatically by the passage of atrain or by manual devices, ashereinafter described.

In the accompanying drawings, Figure 1 illustrates diagrammaticallyasimple arrangement of circuits and apparatus embodying my invention, andshows the invention applied to controlling the circuits of magnets whichset the brake, as described in my prior patent, No. 345,700, dated July20,1886. Fig. 2 illustrates in detail a part of the circuitbreakingmechanism at the entrance of asection of track. Fig. 3 illustrates amodified arrangement of apparatus embodying my invention. Figs. 4, 5, G,7, and 8 illustrate other modifications of my invention to behereinafter more fully described.

Referring to Fig. 1, A indicates a section of track, and B B the sectionto the rear thereof, the invention being shown as applied to arailway-track wherein the trains move only in one direction, as in thedirection of the arrow 7t.

C is an electro-magnet which is in a normally-cl1arged circuit and thearmature of which requires to be retracted to assume the dangerposition, or position in which the apparatus or device designed to bring1131:3111 to a stop shall be thrown into operative condition. Thecircuit of the magnet C is through one or both of the rails of thesection A to a circuit-interrupting appliance of any suitabledescription (indicated at E) and placed at the entrance of the section.

M B is the battery which charges the circuit of magnet 0 My invention isherein shown applied to a block system wherein the magnet (J controlsthe circuit of a series of magnets D, applied to the section B at [therear and designed to stop a train on such section by applying the brakesthrough the intervention of devices such as set forth in my priorpatents, No. 345,700 and No. 405,964, or through other appliances. Forsuch purpose the armature of the magnet 0 when it drops back by theaction of gravity or a spring closes the circuit of the battery M B andthe magnets D.

The devices placed at the entrance of a section may operate in anydesired manner on the entrance of the train onto the section. A simpleconstruction of device for the purpose is indicated in Fig. 2, \vhereIhave shown a traclblever E adapted to be struck by a wheel of the trainand to depress a plunger normally sustained by a spring E". In the sideof the plunger is an insulating block Circuit-closing springs E normallycomplete the circuit of the magnet (l by bearing upon the conductingportion of the plunger. When the plunger is depressed, the block Einterrupts the circuit.

In order that the plunger may not immediately return to connect thecircuit again, I provide it with a dash-pot or retarding deviceconsisting of a piston E which works in a cylinder E rather loosely andis provided with a flap valve that opens upward, so that the plunger maybe freely depressed, but will rise slowly, because the flap valve closeson upward movement and the air may pass only slowly around the edges ofthe piston to the space below. Any, other means might be used forinterrupting the circuit, and some of the devices suitable for thepurpose are hereinafter referred to.

For holding the apparatus in danger condition so long as the train orany portion thereof is on the section A, even though the circuit of themagnet may be restored, I employ a supplemental electro-magnet I, ormagnet-coil, which is included in the circuit of a battery or othergenerator M ll", connect ed to opposite rails A A, so that the circuitwill be completed and the magnet charged when any car wheels and axlesare on such section. The magnet I" may conveniently operate upon thearmature of the magnet W, for which purpose it is applied in position,as shown, to hold the armature for the magnet (1 down in dangerposition. So long as the magnet F is charged the magnet C will beincapable of drawing back its armature to safety position, and hence,even though part of the train should pass from section A and onto asection, as C, the magnets D will still block the train on section 13and keep it from entering section A until the latter is entirely clear.The action of the magnet F also assists in throwing the armature ofmagnet G into danger position, where it will render the magnets Doperative when a train enters on the section A. The armature of themagnet C is therefore operated first by the joint action of thecircuit-interrupting appliance E and by the closure of circuit acrossthe rails A A, which energizes magnet I". Th return of the apparatus tosafety condition can only take place by the restoration of the circuitof magnet 0 followed by the interruption of the circuit of magnet F, asjust described.

In Fig. 3 I have illustrated a modified arrangement of device whereinthe circuit-interrupting appliance E is restored to position forinterrupting the circuit of magnet C by the action of a track-instrumentof any proper kind, such as is typified at E at or near the exit end ofthe section A. I have shown in this figure also a second magnet 0 thecircuit of which is normally formed through the rail A, so asto beinterrupted should the line of rail be broken, as described in my priorpatent. The armature of either magnet C will close the circuit of thebattery M B and charge the magnets D either in the section C C, or, incase of a single-track road, in the section I) I; when the train enterson section A.

In the instrument E the plunger E is held in circuit-breaking positionbymeans of a latch II, which is drawn by a spring into a notch into theplunger E, when the latter is depressed and is withdrawn in order tofree the plunger and allow it to return to circuitclosing position bymeans of a magnet H that is in a circuit extending from thetrackinstrument E at the remote end of the section. The instrument E isof any suitable character for closing the circuit of the battery M 13",thereby energizing the magnet Il and causing the circuit of the magnet Cto be reclosed as the train leaves the section.

It will be understood that the instruments will be properly duplicatedin the case of a single-track road, but the instruments and circuits tobe used in such case are omitted from the diagram for the sake ofsimplicity.

In Fig. 4.- I have shown my invention as applied to a case where themagnet C controls the position of a signal-disk instead of chargingmagnets I). In this instance the magnet C instead of having a movableplate-armature, has a movable core, as indicated, which is suspendedfrom a lever I carrying the signal-disk I". \Vhile the magnet C' ischarged, the signal-disk is held in safety position; but when thecircuit of the magnet is interrupted by means of the device F. at theentrance of the section, the weight of the core of the magnet, beingunopposed by the pull of the magnet C throws the disk into dangerposition. As the core comes down by gravity, its end is brought intoproximity with the magnet F, connected to rails of section A, as beforeexplained, whereby the core will be held down and the signal exposed solong as the train or a ear-axle thereof is over section A. The circuitof the magnet C is, as before, through a rail of the section A, and inorder to give warning to the engineer before entering section A, in casethe rail should be broken, the signal-disk I is located some distancerearwardly on the section I \Vhen the train enters the section A, itwill set the signal controlled by C to give warning to a followingtrain, and will not be reset to safety until the magnet F is dischargedby the passage of all of the train off of section A.

In Fig. 5 I have illustrated the use of the magnet C in controlling anordinary blocksignal disk in an equivalent manner. In this case thearmature controls the circuit of a battery M B, the armature of themagnet C keeping such circuit closed and charging the magnet D. Thearmature of magnet I) operates on a signal-disk to hold the samenormally in safety position; but when the mag net is discharged thesignal-disk comes to danger position. The discharge of the magnet takesplace when the circuit of magnet C is interrupted and its armature dropsback. The armature is held in danger position, as before explained, bythe magnet F, connected tering on section A.

to the rails of the section A A. The appa ratus is kept in the dangerposition so long as the rails A A are bridged by a car-axle. The

electro -magnetor coils of electro magnet which hold orkeep theapparatus in danger condition through thebridgingofa section may beapplied in other ways, as will be obvious to electricians. Thus, forinstance, as shown in Fig. (3, the coils F might be wound on the samecore with the magnet C being applied in such way as to neutralize oroppose the action of the coils of C In this case, while the coils Fwould not assist in throwing the apparatus to danger condition, theywill nevertheless prevent the restoration of the same to safetyposition, even though the circuit of magnet 0 should be closed, and willact in such manner so long as the train or a portion thereof is on thesection of track A. At the same time interruption of the rail-circuit A,including coils 0 will, as before, throw the apparatus into dangercondition. In this case the current in the coils F neutralizes theaction of the currentin the coils 0 but when the circuit of F isinterrupted by the withdrawal of the bridging cars and axles from thesection A then the coils of magnet C may act without opposition torestore the armature to the safety position.

The magnet or magnet-coils F might operate in other ways to hold theapparatus in danger condition. Thus, as illustrated in Fig. '7, where Ihave shown the armature of magnet O as operating to break the circuit ofa signalmagnet D", the magnet F might act when charged to keep thecircuit of said magnet D open. In this instance the magnet 0 though itmight draw its own armature up to complete a break in a circuit, wouldbe ineffective to restore the apparatus to safety position because themagnet F would keep the circuit interrupted at its relay contact-coils.The interruption of the circuit of magnet F by the passage of the traincompletely olt the section A would, however, permit the complete closureof the circuit of the magnet D, and the signal-disk or other safetydevice would be thereby restored to safety or normal position.

As illustrating the fact that the circuit of the magnet C might beinterrupted by other appliances than those described, I have shown afurther device suitable for the purposes in Fig. 8. In this case thecircuit of C through the rails A includes a eircuit-interrupting leverI, which is acted upon by a magnet P The latter is in the circuit of'abattery M 13 and the rails R R form a short section of track which isbridged by the wheels of the locomotive and axles therefor just beforeon The circuit of magnet P being thereby closed, the circuit of magnet Cwill be interrupted as before. The immediate restoration of the circuitof magnet (3 may be prevented by connecting to the lever P a pawl Pwhich shall engage with a wheel gearing with a vane or flywheel, asshown.

The retractor ot the lover I moves the lever back to position to closethe circuit of 0, but the retarding influence of the vane or flywheelrotated by the action of said retractor slows the movement, and by thetime that the circuit is closed by P the train will have entered sectionA and magnet F will hold the apparatus in danger position.

I do not limit myself to any particular means for interrupting thecircuit of magnet 0 and other appliances suitable for the purpose w llreadily occur to those conversant with railway signaling appliancesgoverned or actuated by electricity. It will also be obyious that thecircuit completed across the rails of the section by the wheels andaxles might be made to hold the apparatus in danger condition by othermeans than those spec ficallydescribed without departing from theinvention.

hat I claim as my invention is- 1. In an apparatus for controlling themovement of railway-trains, the combination, with a controlling-magnetin a normally-charged circuit, and means for interrupting such chargedcircuit to set the apparatus in danger condition, of a supplementalmagnet or magnet-coilfor keeping the apparatus 111 danger condition, anda circuit therefor independent of that used in setting the apparatus,said circuit being through the rails and car wheels and axles of asection of road upon which the train moves while the apparatus requiresto remain in danger condition.

2. The combination, with an electro-magnet, of a circuit thereforcontrolled by a train on entering a section, and an opposing magnet-coil in a circuit completed through the car wheels and axle on saidsection, as and for the purpose described.

The combination, with the magnet on a normally-closed circuit, of meansfor inter rupting the flow of current therein, so as to throw thearmature to danger position when a train enters a section, a circuitcompleted through the rails of said section and car wheels and axle insaid section, and means controlled by said circuit forkeeping thearmature in danger position, as and for the purpose described.

4. The combination, with the magnet having a circuit formed through therails and normally closed, of a circuit-breaker at the entrance of asection of track, and means for keeping the armature of said magnet indanger position controlled by a circuit formed over the track and thecar axle and wheels of any car on said section.

5. The combination, with the magnet on a normally-charged circuit, of acircuit-breaker operated by a passing train, and a magnet coil forkeeping the armature of the firstnamed magnet in danger position, saidmagnet-coil being in acircuitformed through the wheels and axles of anycar on the section of track protected.

6. The combination, with a magnetin a norinally-charged circuitincluding the rails,

of a meehanically-operated eireuit-breaker actuated by a passing trainfor setting thearmature or equivalent portion of the magnet to dangerposition and a magnet or magnetcoil for keeping the apparatus in danger"position while the train is on a section of track, said magnet being ina circuit completed through the rails and ear wheels and axles on thesaid section.

7. The combination, substantially as described, with a magnet in acircuit normally charged or closed and including the rails of arailroad-track, and an armature or equivalent device controllingsignaling or otherappliances, as described, of means for interruptingthe circuit of said magnet, and a supplemental magnet or magnet-coil forholding theapparatusindangerposition,orposition into which it. is placedby the interruption of the circuit for the field-magnet, said magnet ormagnet-coil being in a circuit which includes the rails of a section oftrack and the car axles and wheels on said section.

Signed at New York, in the county of New York and State of New York,this 3d day of June, A. l). 1W0.

FRANK E. KINSMAN.

Witnesses.

WM. II. CAPEL, Tnos. F. CoxnEY.

